Car-coupling



(No Model.) 4 sheets-sheet 1.

J. G. LOOK. I OAR COUPLING.

No, 465,987. Patented Dec. 29, 1891.

THE seams Penna co. wow-mum, vusumqran, n. c.

(No Model.)

J. G. LOOK 4Bheets-Sheet- 2.

CAR COUPLING. No. 465,987. Patented Dec. 29, 1891.

(No Model.) I 4 Sheets-Sheet 3. J. G. LO0K-. GAR COUPLING.

No. 465,987, Patented Dec. 29, 1-891.

(No Model.) I 4-Sheets-Sheet 4:

J. C. LOOK. GAB. COUPLING.

No. 465,987. Patented Dec. 29', 1891 Nrrn TATES ATENT FFICEOCAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 465,987, dated December29, 1891.

Application filed August 24, 1891. Serial No. 403,601. No model.)

To all whom it may concern:

Be it known that 1, JOHN C. LOOK, acitizen of the United States,residing at San Jos, Santa Clara county, State of California, haveinvented an Improvement in Car-Couplings; and I hereby declare thefollowing to be a full, clear, and exact description of the same.

My invention relatesto that class of carcouplings in which the draw-baris provided with a swinging hook-head and is opposed by a guard-bar.

My invention consists in the novel construction, arrangement, andcombination of parts hereinafter fully described, and specificallypointed out in the claims.

The object of my invention is to provide a simple and effectiveautomatic coupling of this class.

Referring to the accompanying drawings for a more complete explanationof my invention, Figure 1 is a plan of two cars coupled, the draw-barbeing in section on line 1 l of Fig. 1. Fig. 2 is a top view showing theact of coupling or uncoupling. Fig. 3 is atop view of a platform-butter,a section being broken out. Fig. 4 is a side view of my coupling withplatform-buffer in section. Fig. 5 is a front view of same. Fig. 6 is aview showing the stirrup to be used in platform-couplings, taken on line2 2 of Fig. 4. Fig. 7 is a view showing the'draw-bar and guard-bar whenconnected by a spring, taken on line 2 2 of Fig. 4. Fig. 8 shows thepivot connection at the rear of the guard-bar on the line 3 3 of Fig. 1.Fig. 9 shows the same on the line 4, of Fig. 1. Fig. 10 shows the innerstirrup of platform-couplings on line5 5 of Fig. 1. Fig. 11 is a viewshowing the attachment of spring 0" on the line 6 6 of Fig. 1. Fig. 12is a perspective view of my coupling with a solid or fixed hook-head andplatform attachment. Figs 13 and 11 are views showing the act ofcoupling. Fig. 15 is a view showing the cars buffing. Fig. 16 is a viewshowing the couphobk-head D, the inner end of. which is formed with alever-arm d for the engagement of a pawl E, pivoted at e and having anarm e, to which the chain F is connected, said chain thence extendingbackwardly to a guide f, about which it turns and is secured to a leverof suitable description, as represented by f on car B, or to a slide-barf on car A.

G is a fixed stop in the draw-bar to limit the outward swing of thehook-head.

To the pawl E is secured an arm 6 against which a spring 6 (see car A)bears to return and hold the pawl in position. A spring 0 bears on thedraw-bar to hold it to position.

H is the guard-bar. This is pivoted at h, and its forward end extendsout past the buffer-arm c of the draw-bar and about even with the end ofsaid draw-bar. This guardbar is controlled by a spring h, and its inwardmovement is limited by a stop 71 while its outward movement is limitedbyastop 71*.

The general operation of the coupling is plainly shown in Fig. 1. Thetwo hook-heads coming together force the draw-bars apart until the saidheads pass and interlock. In this movement the guard-bars follow thedrawbars and guide the hook-heads. Then the heads engage, they are heldin a locked position by the pawls E. In this position they can turnfreely with the swing of the cars, but are held together by theguard-bars. To unlock them the pawls are, or either of them is, releasedby the chains F.

A more detailed description of the several parts and their connectionsand surroundings will now be given.

- The draw-bar O is formed at its outer end with separated jaws, asshown in Fig. 4, to receive the hook-head, and said bar, if made ofwrought-iron, 1s composed of two separated plates, Fig. 4, between whichare pieces of where shown to limit the turning of the hookhead. Incast-metal draw-bars that stop can be made larger, as shown in Fig. 2,on car A. The pivot-pin cl of the hook-head should be a collar and bolt,and also the pivot-bolt e for the locking-pawl. Being thus made, the baris very firm and strong. The buffer-arm 0 may be left out inplatform-buffers, as shown in Fig. 3, and its place taken by a brace7L3, extending inwardly from the guard-bar, which serves to maintain therelative positions of guard-bar and draw-bar. The locking-lever arm (Zof the hook-head is of such a thickness as to work between the plates ofthe draw-bar, as shown in Fig. l; but is enlarged as it nears thepivot-pin (Z to give greater depth around the pivot, and the plates arecut away inside to correspond to this offset. (See r, Figs. 2 and 4.)The draw-head is enlarged again at line r Fig. 2, that being the end ofthe plates. \Vhen thehook-head is turned out, as in Fig. 2,the innerenlargement comes against the inner offset in the plates, and the outerenlargement comes against the end of the plates. From the line r out tothe end the hook-head is made any depth suitable. The back part of thehook-head is about straight out with the draw-bar so that either thehead or the bar can work against the guard-bar, as seen in Fig. 15. Theouter end of the hook-head is made rounding or double beveled; but thefarthest point, or buffing-point (P, Fig. 1, falls inside the pivot pin(1 toward the point of the hook. This is to release the lever-arm d fromthe pawl E when bufiing, so that it may be uncoupled. The hole and slot(Z in the front of the hookhead are made to couple with the ordinarylink and pin.

Space is left between the face of the hookhead and the buffer-arm c forthe easy working of the opposite head on curves. This space can be madeto correspond to the head of another well-known coupling, known as theMiller coupling, with which it works without any change of parts ineither. The locking-lever arnrcZ' 011 the hook-head extends back evenwith the draw-bar as far as shown, and there slants off to the lookingend, making a cam-like projection, which when the hook is turned out,comes close against the opposite hook, as seen in Figs. 2 and 13, andshould be of such a length that the point of the opposite hook cannotget behind it. (See Figs. 13 and 15.)

The lever-arm d is locked by the pawl E, which works between the plates.The pivotbolte passes through one end of the pawl, and the other end ofthe pawl is against the lever-arm cl, thus holding said lever-armbetween the pawl and the stop G. The short arm 6' extends out from theend of the pawl, to which is fastened the chain F, that goes to the sideof the car. This short arm 6 also stops the pawl from going in too far.On the inner end of the pawl is the arm 6 against which the spring 6acts to keep the pawl E in its locking place. This is atlat spring, theother end being fastened to the draw-bar.

By this arrangementthe mechanism is placed inside, where it cannot beinjured. Other devices may also be used. A hole 00, Fig. 15, may be madethrough the plates in front of the lever-arm d and a pin dropped in.

The draw-bar is secured to the car in any of the usual ways. If placedbetween the drafttimbers, they must be arranged to give the draw-bar thelateral play required, and if in a stirrup beneath, it should be of therequisite width. The shank of the draw-bar is made fast to the tail-boltthat goes through the spring-box by the pivot-pin c.

The draw-bar is held against the guard-bar by a spring. This spring isshown in several different ways. here the d raw-bar is placed betweenthe timbers, as in car A, Fig. 1, the springs a can also be placedbetween the timbers and fastened, as shown; but should that not beconvenient, another way is shown in car A, Fig. 2, in which the spring 0is placed outside of the draft-timbers and presses on a plunger 0 whichpasses through the timber. This pin may-also be worked by a coil-springc, as shown in car B, Fig. 2. In car A, Fig. l, the inner carry-iron ctconnects the draft -timbers and the timber ends at the dotted lines a a.The outer stirrup a is a modification of those shown in Figs. 6 and 7,the same as that in Fig. 5. \Vhere the draw-bar is held in a stirrupbeneath the timbers, other styles of spring may be used. In car B, Fig.1, a long flat spring 0 is shown, the inner end of which is made fast tothe cartimbers in a well-known way, as shown in Fig. 11, and is held inplace longitudinally with the draw-bar by the stirrup a (Shown in Fig.10.) The stirrup a (shown in Fig. 3 and Fig. 6) is to be used onlyinplatform-buifers, as in Fig. 12. That shown in Fig. 7 can be used withor without a platform'buffer. In this case the guard-bar and draw-barare held together by a spring 3. The stirrups can be modified, parts ofone and part of another. In the stirrups care must be taken to have themwide enough on the draw-bar side to allow the point of the hook to bepressed out beyond the center line of the car, as shown in Fig. 14, andon the other side wide enough to allow the draw-bar to follow theguard'bar to its outward stop, as shown in Fig. 10, to prevent slippingof draw-faces or uncoupling. The guard-bar lI extends out from the caropposite the hook. This guard is pivoted at its inner end, as shown at hin Fig. 1. Its outer end is left free to have a lateral movement. Thisguard is for the purpose of guiding the opposite coupling into the hookand then preventing it from rocking out laterally. On the outside of theguard-bar is the spring h, which is for the purpose of keeping the guardpressed inward. \Vhen uncoupled, it

keeps the coupling in its proper position, and when in action it governsthe movement of the couplings when they act on that side, as seen inFig. 16, and in coupling and uncoupling it yields to let in and out theopposite IIS with the buffer-arm c or brace h of Fig. 3,

keeps the coupling-bar in its central location, which is necessary tohave the middle of the inner draw-face of the hook-head about in thecenter line of the car. An outside stop h is also provided. This isplaced out" far enough to let the guard-bar be pressed out to admit ofthe coupling, as shown in Fig. 14; but must not be placed beyond wherethe coupling-bar cannot follow the guard-bar, as

seen in Fig. 16. In Fig. 7 the inner stop 72.2 could be taken out andthen the couplingbar and the guard -bar could follow each other to anyextent desired; but such an arrangement would not keep the coupling inthe middle of the car when uncoupled. The inner end of the guard -bar ispivoted, as shown in Figs. 8 and 9, being made fast to the sillsunderneath. In Fig. 9 an upper iron h runs through between the sill andthe draft-timber or down around the draft-timber. (See dotted lines.)

For operating the pawl E, a chain F is attached to the pawl to pull itout of the locking-place. The arm e on the end of the pawl may beslotted to let the chain slide along and have a better accommodation,which may be seen in Fig. 2, car B. This chain goes back to the car orunder it, where is fastened an eye or guide f, through which it passes,and to the side of the car, as shown. Any form of pull and catch may beused. The one shown in Fig. 5 is quite convenient. The chain F should beadjusted to only one catch, as shown, for the reason that the chain goesdirectly back and lateral movement affects it but Very little; butlongitudinal movement affects it to the full amount. Should the couplingbe greatly compressed and the chain drawnout too far and the compressionreleased, the chain would be under tension. It should be adjusted tounlock the pawl when the coupling is at rest in its normal position. Thechain F of Fig. 5 is to pull the lever out into the catch from the topof the car. It should run through an eye, as shown. Chain F is to liftit out of the catch from the top of the car to set it to couple. In Fig.12 is another form of lever (marked J) for use on platforms.

It will often be necessary to couple this couplingtoothercouplingsbythelink and pin. Forthis the aperture 61 is left in the center of thehook-head. This aperture not being in the center of the car, a deviceshown in Figs. 2 and 3 is for the purpose of bringing the draw-head tothe center to make couplings with other draw-heads that are already inthe center. This device consists of the lever K, placed on the outsideof the guard-bar and pivoted at to the guard-bar I1 and provided with acam projection 7a. When not in use, the lever lies along the side of theguard-bar H. Now, when a link-coupling is to be made, this lever isswung around across the end of the car, the cam it strikes the outsideof the stirrup, which brings the guardbar out, and the coupling-barfollows, bringing the draw-head to the center of the car, as seen inFig. 3. This lever may have a slot 16 whereby it can be telescopedunderneath the car and pulled out when needed. Greater length of levercan thus be had.

A platform-buffer L is shown in Figs. 3, 4, and 5. This buffer is placedover the coupling on the end of the car outside of the headstock. Thenovel construction here shown is to make it applicable to this coupling,and to secure the entire width of the head-stock and sills to absorb thebuffing blow. A timber Z is bolted to the head-stock, and may extend thefull width of the car or, as here shown, only a portion of the way. Thecenterl, Fig. 3, is cut out in which to place the'bufferspring Z Theshank Z of the buffer passes through the plate, and a spring-plate Z andthe spring and into the wood. A pin Z is placed through the shank tokeep it from dropping out and to press on the spring-plate. The shankfrom the pin out to the buffer-head is made square. A plate should beplaced over the spring to keep out the rubbish. The buffer-head extendslaterally on each side of the spring-box, so that thedead-shock will betaken up by the timber on each side of the spring. The shank l of thebuffer may be made to extend through the head-stock and thebuffer-spring placed back between the car-sills. (See dotted lines, Fig.4.) Underneath are two other timbers or blocks M, bolted to thehead-stock and also bolted vertically to the upper timber. These blocksdo not extend across the center of the carunder the buffer, their limitbeing the inside of the guard-bar H when it is pressed to its outwardstop. These blocks leave a pocket under the buffer for the oppositedraw-head should it be higher. These blocks do not extend out as far asthe upper timber. The point of the guard-bar, Fig. 3, goes under theopposite buffer as far as said blocks. lVith this at rangement of bufferand a buffer-arm on the draw-bar, two springs may be utilized, and bymaking the upper spring the shorter the dead-shock is on a line with thesills of the car. This buifer can be made compressed in passenger-cars,but should have a little slack in freight-cars, to give greater ease inuncoupling. The arrangement of this coupling is such that it can beapplied to all kinds of cars. Vhen the buffer is on the platform thebuffer-arm 0 may or may not be used, as one with a buffer-arm and onewithout works equally well;.but two cars cannot be used An iron plate Zis bolted over this.

without buffer-arms unless both have platform buffers. A goodarrangement for freight-cars would be to have a dead-block platform tomeet just before the draw-bar butter-springs are taken up. That wouldprevent telescoping. This coupling is a buffer at all times with one ofits own kind, and need never be attended to except to set the lever tostay uncoupled or to couple. Any snow or other matter gathering in it ispushed out by the working of the mechanism. The parts do not need niceadjustment, but can be roughly forged out of wrought-iron.

This coupling is not confined wholly to the spring-acting pivoteddraw-head, in combination with the spring-acting guard-bar, but may bemade with a solid hook-head coupling-bar, in combination with thespring-acting guard-bar. Then the brace h", Fig. 3, is used to keep thedraw-bar and guard apart, and a platfornrbuffer with a lever and chainto pull the hooks laterally out of each other in uncoupling. This formof coupling is shown in Fig. 12, and is more for a passenger-carcoupling. To uncouple this form of coupling, the draw-bar on both carsmust be pulled out until the hooks pass each other. This operation alsopresses out the guard-bar 0n the car opposite each lever.

To uncouple a solid hook-head from a pivoted hook-head, the operation isdone wholly from the pivoted hook-head car. This is the case whether thepivoted hook-head has a platform or not. Should the coupling becomedetached at its rear end, the chain F and catch on the lever f pulls thepawl out of its locking-place and thus uncouples the draw-bar while itis still in the car and not letting it fall on the track.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a car-coupling, the combination of a laterally-movable draw-bar, ahook-head pivoted therein, a locking and releasing device for thehook-head, a laterally-swinging guardbar independent of the draw-bar andopposing its hook-head, and springs acting on the draw-bar and on theguard-bar to force them toward each other and permit their separationsidewise, substantially as herein described.

2. In a ear-coupling, the combination of a laterally-movable draw-barhaving a side projecting butter-arm, a swinging hook-head pivoted insaid draw-bar, a locking and releasing device for the hook-head, alaterally-swinging guard-bar independent of the draw-bar and opposingits hook-head and butter-arm, and springs acting on the draw-bar and onthe guard-bar to hold them together and permit their separationsidewise, substantially as herein described.

$3. In a car-coupling, the combination of a laterally-moy able draw-bar,a swinging hookhead pivoted in said draw-bar and having a rearwardlyextending locking lever arm,

against which the opposing hook-head impinges, a locking and releasingdevice for the hook-head, a laterally-swinging guard-bar independent ofthe draw-bar and opposing its hook-head, and springs acting on thedrawbar and on the guard-bar to hold them together and permit theirseparation sidewise, substantially as herein described.

4-. In a car-coupling, the combination of a laterally-movabledraw-barhaving a side projecting buffer-arm, a swinging hook-headpivoted in said draw-bar and having a rearwardly-extending locking-leverarm, against which the opposing hook-head impinges, a locking andreleasing device for the hookhead, a late 'allyswinging guard-barindependent of the draw-bar and opposing its hook-head and buffer-arm,and springs for holding the bars together and permitting theirseparation sidewise, substantially as herein described.

5. In a car-coupling, the combination of a laterallymovable draw-bar, ahook-head pivoted thereto and having a rearwardly-eXtendinglocking-lever arm, a springcontrolled pawl engagingsaid lever-arm,connections for disengaging the pawl, a laterally-movingspring-controlled guard-bar independent of the draw-bar and opposing itshook-head, and springs for holding the bars together and permittingtheir separation sidewise, substantially as herein described.

6. In a car-coupling, the combination of a laterally-movable draw-barhaving aside projecting buft'cnarm, a swinging hoolvhead pivoted in saiddraw-bar and havinga rearwardlyextending locking-lever arm, againstwhich the opposing hook-head impinges, a springcontrolled pawl engagingsaid lever-arm, connections for disengaging the pawl, alaterallymovingguard-bar independent of the drawbar and opposing its hook-head andbutterarm, and springs for holding the bars together and permittingtheir separation sidewise, substantially as herein described.

7. In a car-coupling, the combination of the pivoted draw-bar having ahook-head, the independent pivoted guard-bar opposing said head andhaving a bearing against the drawbar, the spring acting on the draw-barto swing it laterally, the stronger spring acting on the guard-bar toforce it over against its bearing on the draw-bar, and the inner stop7L2 of the guard-bar, whereby the hook-head is held in the middle of thecar when coupled, substantially as herein described.

8. In a car-coupling, the combination of a pivoted draw-bar with sidespring and having a hoolchead, the opposing pivoted guardbar with sidespring, and the outer stop to limit the movement of the guard-bar at apoint suiiicient to allow the entrance of the opposing hook-head andbeyond the point to which the draw-bar can follow it, substantially asherein described.

9. In a car-coupling, the combination of a spring controlled swingingdraw-bar with I hook-head, the independent spring-controlled with theprojecting hook-head and guard-bar thereof, a platform-buffer, an upperblock in which said buffer is contained, and the separated lower blocksleaving space between for the entrance of the opposing hook-head and setfar enough back of the end of the upper block to provide room for thepassage under said upper block of the guard-bar, substantially as hereindescribed.

In witness whereof I have hereunto set my hand.

JOHN o. LooK.

Witnesses:

S. H. NoURsE, J. A. BAYL'ESS.

